Adjustable aircraft seat

ABSTRACT

A seat for use in an aircraft is provided. The seat includes a support assembly adapted to be secured to the floor, a seat having a central portion and a rear portion, a seat back pivotably coupled to the support assembly for movement between an upright position and a reclined position relative to the support assembly, a pivot assembly having an arm pivotally coupled to the central portion of the seat at a first end and pivotally coupled to the support assembly at a second end permitting the seat to pivot about a pivot axis relative to the support assembly and translate relative to the support assembly. A connector assembly coupling the rear portion of the seat to the seat back and an adjustment assembly controlling the available degrees of freedom of movement of at least one of the seat and the seat back are also disclosed.

CROSS-REFERENCE TO RELATED APPLICATIONS

This application is a divisional application of and claims priority topending U.S. patent application Ser. No. 12/330,892 filed Dec. 9, 2008and U.S. patent application Ser. No. 13/099,736 filed May 3, 2011 thecontents of each of which is hereby incorporated herein by reference inits entirety.

FIELD OF THE INVENTION

The present invention relates to seating and more particular to aircraftseating.

BACKGROUND

Aircraft seats have specific performance requirements that generallyrelate to weight and crash loads, typically requiring low weight andhigh strength. These performance requirements are often significantdrivers of seat design, especially in seats including integral occupantrestraints.

The performance requirements are not always aligned with seat comfort.For instance, to attempt to accommodate occupant comfort, currentaircraft seats are able to recline by changing the angle of the seatback. In such a traditional aircraft seat, as the seat back is reclined,increasing frictional force is required under the occupant's backside tokeep the occupant from sliding out of the seat. This frictionuncomfortably tugs on clothing, can lead to the occupant slidingforward, and may create a gap in the lumbar region of the back or spine.This leads to back fatigue, discomfort, loss of concentration, and thepossibility of injury.

Another typical concern with aircraft seats, and specifically flightdeck seats, is the ability of the pilot to fully extend his or her legsto fully actuate the rudder pedals of the aircraft. In current aircraftseats, this need is addressed through complicated mechanisms that“give-way” under load. These systems, unfortunately, are often poorlydesigned from an ergonomic perspective and are not well-understood byusers, causing misuse and reduced comfort.

Traditional back cushions used for flight deck seats include thick, insome instances contoured foam cores with lateral/side bolstering. Thesecushion designs are frequently adapted from automobiles or groundvehicles. During cornering, ground vehicle occupants experience lateralacceleration or force. However, aircraft do not generate any significantlateral load or force, as turns are primarily executed by rolling theaircraft about its longitudinal axis. This rolling motion keeps theacceleration or force associated with turning in a vertical orientationrelative to the aircraft seat. Thus, lateral or side bolsters as used inground vehicles and traditional aircraft seats are largely unnecessaryin an aircraft, and represent a size-limiting feature that may createcomfort issues for larger occupants. The non-integrated design ofcurrent aircraft seats requires the use of thick foam cushion cores thatare contoured, with or without side bolstering, to provide a suitableoccupant interface. Thus, the extra thickness of foam is detrimental tothe overall weight of the seat, which is a significant performancemetric.

Current flight deck seats for aircraft also employ poor ergonomicadjustment mechanisms for tailoring the support of the back cushion.Some currently available seats include adjusters that allow the occupantto move the entire back cushion up and down, as well as to recline theentire cushion relative to the remainder of the seat back structure suchthat the bottom edge of the back cushion is thrust forward toward theoccupants lower back. Unfortunately, occupants do not typically have aback shape consistent with the first form of adjuster. Other currentlyavailable seats include an adjustable lumbar support widely used inautomotive applications to provide lumbar “support” by pushing the backcushion out in an attempt to force proper back curvature. With respectto these seats, however, it has been found that pressure applied in thelumbar area of the back does not necessarily result in healthy posture,and the lumbar curvature pressure application location varies more overa range of occupant sizes as compared to the lumbosacral area, whichvaries less over the same range.

There is a need for an aircraft seat that improves occupant comfort butcontinues to meet the performance requirements of an aircraft seat.

SUMMARY OF THE INVENTION

A seat for use in an aircraft having a floor is disclosed. The aircraftseat has a support assembly adapted to be secured to the floor, a seathaving a central portion and a rear portion, and a seat back pivotablycoupled to the support assembly for movement between an upright positionand a reclined position relative to the support assembly. A pivotassembly couples the central portion of the seat to the support assemblyfor permitting the seat to pivot about a pivot axis relative to thesupport assembly. A connector assembly couples the rear portion of theseat to the seat back for causing the rear portion of the seat to pivotdownwardly about the pivot axis in unison with the seat back as the seatback moves from the upright position to the reclined position.

A method of construction of an aircraft seat frame is also disclosed.The method includes the step of providing at least one flat graphitecomposite plate of uniform construction and thickness. All primarystructural components of the frame are two-dimensionally cut from the atleast one flat graphite composite plate, forming a plurality of primarystructural components of uniform construction and thickness. Theplurality of primary structural components are assembled into a seatframe.

An armrest for an aircraft seat is also disclosed. The armrest comprisesan arm support portion having a first end and a second end. The armrestalso includes a first pivot member. The first end of the arm supportportion is attached to the first pivot member for pivoting the armsupport portion about a first axis. A second pivot member is linked tothe first pivot member for pivoting the arm support portion about asecond axis perpendicular to the first axis such that the arm supportportion may be positionally adjusted.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a perspective view of an aircraft seat of the presentinvention.

FIG. 2 is a front elevation view of the aircraft seat of FIG. 1, takenalong line 2-2 of FIG. 1.

FIG. 3 is a rear elevation view of the aircraft seat of FIG. 1, takenalong line 3-3 of FIG.

FIG. 4 is a top plan view of the aircraft seat of FIG. 1, taken alongline 4-4 of FIG. 2.

FIG. 5 is a bottom plan view of the aircraft seat of FIG. 1, taken alongline 5-5 of FIG. 2.

FIG. 6 is a side elevation view of the aircraft seat of FIG. 1, takenalong line 6-6 of FIG. 3.

FIG. 7 is a side elevation view of the aircraft seat of FIG. 1, takenalong line 7-7 of FIG. 3.

FIG. 8 is an exploded perspective view of the aircraft seat of FIG. 1.

FIG. 9 is a perspective view of the aircraft seat of FIG. 1, showing theaircraft seat with seat cushion and back support removed.

FIG. 10 is a perspective view of the aircraft seat of FIG. 1, showingthe frame assembly without the pan support structure.

FIG. 11 is a perspective view of the aircraft seat of FIG. 1, takenalong line 11-11 of FIG. 10, showing the frame assembly without the pansupport structure.

FIG. 12 is a perspective view of the lower support structure of theaircraft seat of FIG. 1.

FIG. 13 is a perspective view of the lower support structure of theaircraft seat of FIG. 1, taken along line 13-13 of FIG. 12, showing abase member assembly.

FIG. 14 is a cut-away perspective view of the lower support structure ofthe aircraft seat of FIG. 1, taken along line 14-14 of FIG. 13, showinga portion of the base member assembly, absent a plate.

FIG. 15 is a perspective exploded view of a base member assembly of FIG.13, for the lower support structure of the aircraft seat of FIG. 1.

FIG. 16 is a side elevation view of the lower support structure and midsupport structure of the aircraft seat of FIG. 1, showing swing armsconnected between the lower support structure and mid support structure.

FIG. 17 is an end perspective view of the lower support structure andmid support structure of the aircraft seat of FIG. 1, taken along line17-17 of FIG. 16, showing swing arms connected between the lower supportstructure and mid support structure and having cross members betweenbase assemblies removed.

FIG. 18 is a perspective view of a swing arm used with the aircraft seatof FIG. 1.

FIG. 19 is a perspective view of a swing arm used with the aircraft seatof FIG. 1.

FIG. 20 is a perspective view of the mid support structure of theaircraft seat of FIG. 1.

FIG. 21 is a top plan view of the mid support structure of the aircraftseat of FIG. 1, taken along line 21-21 of FIG. 20.

FIG. 22 is a perspective view of the seat back structure of the aircraftseat of FIG. 1.

FIG. 23 is a side elevation view of the seat back structure of theaircraft seat of FIG. 1, taken along line 23-23 of FIG. 22.

FIG. 24 is a rear elevation view of the seat back structure of theaircraft seat of FIG. 1, taken along line 24-24 of FIG. 23.

FIG. 25 is a top plan view of the seat back structure of the aircraftseat of FIG. 1, taken along line 25-25 of FIG. 24.

FIG. 26 is top plan view of the pan support structure of the aircraftseat of FIG. 1.

FIG. 27 is a side elevation view of the pan support structure of theaircraft seat of FIG. 1, taken along line 27-27 of FIG. 26.

FIG. 28 is a bottom plan view of the pan support structure of theaircraft seat of FIG. 1, taken along line 28-28 of FIG. 27.

FIG. 29 is a front elevation view of the pan support structure of theaircraft seat of FIG. 1, taken along line 29-29 of FIG. 26.

FIG. 30 is a perspective view of a seat cushion for use with theaircraft seat of FIG. 1.

FIG. 31 is a perspective view of the back support for use with theaircraft seat of FIG. 1.

FIG. 32 is a perspective view of the back support for use with theaircraft seat of FIG. 1, taken along line 32-32 of FIG. 31.

FIG. 33 is a bottom plan view of the back support for use with theaircraft seat of FIG. 1, taken along line 33-33 of FIG. 32.

FIG. 34 is a top plan view of the back support for use with the aircraftseat of FIG. 1, taken along line 34-34 of FIG. 31.

FIG. 35 is a side elevation view of the back support for use with theaircraft seat of FIG. 1, taken along line 35-35 of FIG. 32.

FIG. 36 is a perspective view of an armrest assembly for use with theaircraft seat of FIG. 1.

FIG. 37 is a perspective view of an armrest assembly for use with theaircraft seat of FIG. 1, taken along line 37-37 of FIG. 36.

FIG. 38 is a perspective view of a telescoping arm of the armrestassembly of FIG. 36 for use with the aircraft seat of FIG. 1.

FIG. 39 is a perspective view of an alternative embodiment of an armrestassembly for use with the aircraft seat of FIG. 1, showing two armrestassemblies.

FIG. 40 is a perspective view of a headrest assembly for use with theaircraft seat of FIG. 1.

FIG. 41 is a rear elevation view of the headrest assembly for se withthe aircraft seat of FIG. 1, taken along line 41-41 of FIG. 40.

FIG. 42 is a partial exploded perspective view of the headrest assemblyshown in FIG. 40 for use with the aircraft seat of FIG. 1.

FIG. 43A is a perspective view of an embodiment of the aircraft seathaving a restraint system, and showing armrests removed.

FIG. 43B is an additional perspective view of the aircraft seat having arestraint system, taken from line 43B-43B of FIG. 43A.

FIG. 43C is rear view of the aircraft seat having a restraint system,taken from line 43C-43C of FIG. 43B.

FIG. 44 is a rear perspective view of a recline adjustment assembly ofthe aircraft seat of FIG. 1, showing mid support structure connected toseat back structure.

FIG. 45 is a perspective view of a recline actuator assembly shown inFIG. 44 for use with the aircraft seat of FIG. 1.

FIG. 46 is a perspective view of a height adjustment assembly for usewith the aircraft seat of FIG. 1, showing lower support structureconnected to mid support structure.

FIG. 47 is a end elevation view of the height adjustment assembly shownin FIG. 46 for use with the aircraft seat of FIG. 1, taken along line47-47 of FIG. 46.

FIG. 48 is a perspective view of a height adjustment actuator assemblyshown in FIG. 46 for use with the aircraft seat of FIG. 1.

FIG. 49 is a perspective view of a height adjustment actuator assemblyshown in FIG. 46 for use with the aircraft seat of FIG. 1, taken alongline 49-49 of FIG. 48.

FIG. 50 is a perspective view of a thigh angle adjustment assembly foruse with the aircraft seat of FIG. 1.

FIG. 51 is a top plan view of the thigh angle adjustment assembly foruse with the aircraft seat of FIG. 1, taken along line 51-51 of FIG. 50.

FIG. 52 is a perspective view of a lumbar adjustment assembly for usewith the aircraft seat of FIG. 1, showing the lumbar adjustment assemblyof FIG. 9.

FIG. 53 is a side elevation view of an alternative embodiment of alumbar adjustment assembly for use with the aircraft seat of FIG. 1,showing the lumbar adjustment assembly partially attached to the backsupport, and taken along line 53-53 of FIG. 54.

FIG. 54 is a rear elevation view of the lumbar adjustment assembly ofFIG. 53 for use with the aircraft seat of FIG. 1, showing the lumbaradjustment assembly partially attached to the back support.

FIG. 55 is a side elevation view of the aircraft seat of FIG. 1, showingthe vertical adjustment assembly in a minimum height orientation.

FIG. 56 is a side elevation view of the aircraft seat of FIG. 1, showingthe vertical adjustment assembly in a maximum height orientation.

FIG. 57 is a side elevation view of the aircraft seat of FIG. 1, absentthe lower support structure and showing the recline adjustment assemblyin an maximum upright orientation.

FIG. 58 is a side elevation view of the aircraft seat of FIG. 1, absentthe lower support structure and showing the recline adjustment assemblyin an maximum recline orientation.

FIG. 59 is a cut-away side elevation view of the aircraft seat of FIG.1, showing the thigh angle adjustment assembly in a minimum thigh angleorientation.

FIG. 60 is a cut-away side elevation view of the aircraft seat of FIG.1, showing the thigh angle adjustment assembly in a maximum thigh angleorientation.

FIG. 61 is a perspective view of the aircraft seat of FIG. 1, showingthe aircraft seat mounted in tracks positioned on the floor of anaircraft, the aircraft floor and tracks being shown partially cut away.

FIG. 62 is a side elevation view of the aircraft seat of FIG. 1, showingthe armrest assembly of FIG. 39 in a folding motion, moving upwardtoward an upright position.

FIG. 63 is a rear perspective view of the aircraft seat of FIG. 1,showing the armrest assembly of FIG. 39 in a folding motion, movinginward toward a folded position.

FIG. 64 is a rear perspective view of the aircraft seat of FIG. 1,showing the armrest assembly of FIG. 39 in a folded position.

FIG. 65 is a rear elevation view of the aircraft seat of FIG. 1, showingthe armrest assembly of FIG. 39, including two armrests in a foldedposition.

FIG. 66 is a side elevation view of a headrest assembly for use with theaircraft seat of FIG. 1, showing the extreme lowered position of theheadrest assembly.

FIG. 67 is a side elevation view of a headrest assembly for use with theaircraft seat of FIG. 1, showing the extreme raised position of theheadrest assembly.

FIG. 68 is a side elevation view of a headrest assembly for use with theaircraft seat of FIG. 1, showing the extreme forward tilt of theheadrest assembly.

FIG. 69 is a side elevation view of a headrest assembly for use with theaircraft seat of FIG. 1, showing the extreme inward or back position ofthe headrest assembly.

FIG. 70 is a perspective view of an alternative embodiment of anaircraft seat of the present invention.

FIG. 71 is a perspective view of the aircraft seat of FIG. 70, showingthe frame assembly and pan support assembly.

FIG. 72 is a rear elevation view of the aircraft seat of FIG. 70, takenfrom line 72-72 of FIG. 70.

FIG. 73 is a cut-away rear perspective view of the aircraft seat of FIG.70, taken from line 73-73 of FIG. 71.

FIG. 74 is a perspective view of the aircraft seat of FIG. 70, takenfrom line 74-74 of FIG. 73, absent the seat back support structure.

FIG. 75 is a perspective view of the lower support structure of theaircraft seat shown in FIG. 70.

FIG. 76 is a perspective view of the mid support structure of theaircraft seat shown in FIG. 70.

FIG. 77 is a perspective view of a swing arm used with the aircraft seatshown in FIG. 70.

FIG. 78 is a perspective view of a swing arm used with the aircraft seatshown in FIG. 70.

FIG. 79 is a perspective view of a seat back support structure of theaircraft seat shown in FIG. 70.

FIG. 80 is a perspective view of a recline adjustment actuator assemblyfor use with the aircraft seat shown in FIG. 70.

FIG. 81 is a perspective view of a height adjustment actuator assemblyfor use with the aircraft seat shown in FIG. 70.

FIG. 82 is a perspective view of an alternative embodiment of an armrestassembly for use with the aircraft seat shown in FIG. 70.

FIG. 83 is a perspective view of an alternative embodiment of an armrestassembly for use with the aircraft seat shown in FIG. 70, taken alongthe line 83-83 of FIG. 82.

FIG. 84 is a perspective view of a telescoping arm assembly for use withan aircraft seat of FIG. 70, and for use with the armrest assembly shownin FIG. 82.

DESCRIPTION OF THE INVENTION

The invention is generally directed to an aircraft seat, and inparticular, to a highly adjustable aircraft seat. The seat of theembodiments disclosed herein is preferably for use in transport categoryairplanes, including but not limited to, military and civil applicationsin the form of flight deck seating, as well as cabin observer and cabinoperator applications. However, one of skill in the art would understandthat the seat, its components and mechanisms described herein areapplicable to any aircraft seat.

The aircraft scat 100 of an exemplary embodiment is largely constructedof composite plates, such as graphite composite plates, and morepreferably flat graphite composite plates. Alternative materials,including but not limited to metals and plastics, suitable for thepurposes provided herein would not depart from the overall scope of thepresent invention. Generally, the plates are connected at variouslocations by mechanical joints. The mechanical joints may be formed ofthe same material as the plates, an alternative material such as but notlimited to a metal including but not limited to stainless steel,aluminum, titanium, or a combination thereof, or a plastic including butnot limited to nylon, acetyl, or a combination thereof. The mechanicaljoints allow the geometry of the seat to be adjusted to accommodate avariety of occupant positions and occupant sizes. The motion of thejoint connections is generally controlled by rigid links andoccupant-controlled adjusters, including but not limited to, handoperated or manual telescoping adjusters, hand-lever adjusters,push-button adjusters, electric telescoping adjusters, and gas orhydraulic telescoping adjusters.

As can be seen generally from FIGS. 1-11, the aircraft seat 100 isformed by a structure or frame including one or more subassembliescarrying occupant support devices. The frame or any one or more of thesubassemblies may generally form a support assembly adapted to besecured to the floor of an aircraft. A seat having a central portion anda rear portion and a seat back pivotably coupled to the support assemblymay also be provided. Generally, the subassemblies include a lowersupport structure 102, a mid support structure 104, a pan supportstructure 106 and a seat back structure 108, which may form frameassembly 110.

As used herein, the terms “forward” and “front” are used to indicateoccupant side of the aircraft seat assembly 100, namely, the side of theassembly which receives an occupant in a sitting position. The terms“rearward” and “back” are used to indicate non-occupant supporting orback side of the seat assembly 100. Additionally, as described herein,several assemblies may be formed of two or more substantially identicalcomponents. To this end, like reference numbers have been used toillustrate like components.

The lower support structure 102, as seen in FIGS. 9-15 is formed of basemember assemblies 112 connected by a combination of cross tubes 114.Preferably, two base member assemblies 112 are connected by two crosstubes 114. The lower support structure carries swing arms 116, 118. Thebase member assemblies 112 provide pivot shafts for the swing arms 116,118. The base member assemblies 112 transmit swing arm structural loadsto the floor interface. The base member assemblies 112, shown in FIGS.12-15, are each constructed of two interconnected plates 120. Morepreferably, each base member assembly is formed of two plates 120, twospaced apart panel spacers 122, and a plurality of panel fittings 124which retain first and second pivot shafts 126, 128 at two locationsbetween the plates 120.

The plates 120 are each an elongate member having a floor facing portion130 which may be adapted to engage the floor or an assembly for securingto the floor, and an upper portion 132 or extension on the forward end134 of the plate 120. Preferably, the plate 120 gradually increases inheight from an approximate mid-portion 136 of the plate toward the upperportion 132 or forward end 134. Additionally, the forward end 134 has aninwardly angled portion 138 that extends down from the upper portion 132to the floor facing portion 130 of the plate 120. The plates 120, andpreferably two plates, are laterally positioned, and more preferably,positioned in parallel alignment. The plates 120 are connected by one ormore, and more preferably, two panel spacers 122 which form cross tube114 mounts. A first or upper pivot shaft 126 is located at, and extendsbetween, the upper or forward end 132, 134 of the plates of base memberassembly 112. A second or lower pivot shaft 128 is spaced a distancefrom the upper pivot shaft 126, rearward of the upper pivot shaft.Preferably, the lower pivot shaft 128 is positioned at a locationbetween the first and second panel spacers 122. Each pivot shaft 126,128 in the illustrated embodiment consists of male and female panelfitting components, that allow the swing arms to be installed onto theshafts, while also serving to locally reinforce the panels or plates,spreading the structural loads applied by the swing arms. A plurality ofpanel fittings 124 are provided attached to the plates 120. The panelfittings 120 allow the male and female portions of the pivot shafts 126,128 to be attached through the plates 120. While specific examples aredisclosed, a variety of reinforcing panel or plate fittings may be usedto accomplish the purposes provided.

The base member assemblies 112 are farther aligned in parallel (see FIG.12) in the lower support structure 102. In alignment, a cross tube mount122 of one base member assembly 112 receives a first end 140 of a firstcross-tube 114. A corresponding positioned cross tube mount 122 of asecond base member assembly 112 receives a second end 142 of thecross-tube 114. A second cross tube is received in second or additionalcross-tube mounts 122 in the first and second base member assemblies 112in the same manner.

As indicated, each base member assembly 112 also supports one or moreswing arms 116, 118, and preferably a portion of a swing arm. An upperswing arm 116 is pivotally attached to the base member assembly 112 atthe upper portion 132 of the assembly (see FIGS. 16-17). A lower swingarm 118 is pivotally attached to the base member assembly 112 at a lowerportion 144 of the base member assembly. More specifically, the upperswing arm 116 is received by the upper pivot shaft 126. Likewise, thelower swing arm 118 is received by the lower pivot shaft 128.

The swing arms 116 and 118, as can be seen in FIGS. 18-19, are formedgenerally of two longitudinally extending arm members 146 and 148. Thelower portion 150, 152 of each swing arm may be sized to fit between thetwo plates 120 of each base member assembly 112 and is arranged to be atleast partially rotatable about a pivot shaft 126 or 128 attached to theplates. To this end, the swing anus 116, 118 include one or moreapertures 154 at their lower portions 150, 152 or ends that receive thepivot shaft 126 or 128. The lower swing arm 118 further has an upperportion 156 having one or more mid-support receptors 158 formed by anaperture through the arms 146, 148 and an upper cross member 160 whichconnects the longitudinally extending arm members 148. Upper swing arm116 (see FIG. 19) has a cross member 162 extending between thelongitudinally extending arm members 146 and 148 between the lowerportion 150, 152 and upper portions 156, 164 of the swing arms.Furthermore, the upper portion 164 of the upper swing arm includes amid-support receptor 166 formed by an aperture through the arms 146 and148. The apertures and mid-support receptors in the swing arms may alsoreceive sleeve bearings that are pressed-in at the pivot connectionsover the pivot shafts, which provide smooth rotation over an extendedlifetime.

Attached or linked to the lower support structure 102 is a mid supportstructure 104 (see FIGS. 9-11 and 16-17). The mid support structure 104may be linked to the lower support structure 102 by the upper and lowerswing arms 116, 118. The mid support structure 104 is a floatingstructure in that its lateral position is determined or controlled byits interface with the lower support structure 102 and the seat backstructure 108. The interface is formed by the swing arms 116, 118.

The mid support structure 104 is preferably formed of one or more, andpreferably two panel assemblies 168 (see FIG. 20). Each panel assembly168 is formed generally of a plate 170 having a plurality of fittings178, 180, 186, 188 thereon. The plate 170 is an elongate member having aforward end 174 and a rearward end 176. As shown in FIGS. 20-21, fourpanel fittings are carried by each plate and form, generally, the panelassemblies that provide an interface of the mid support structure withthe lower support structure 102, the seat back structure 108, the thighangle adjustment assembly 474, and the vertical adjustment assembly 472.At least one fitting is an upper panel fitting 178 which may bepositioned in an upper position on the plate 170 between the forward andrearward ends 174 and 176 of the plate. A lower panel fitting 180 ispositioned at or near the rearward end 176 of the plate 170. The panelfitting may be a male or female type connector, an anchor typeconnector, or other connector suitable for the purposes provided. In oneexample of an embodiment, the upper and lower panel fittings 178, 180each receive a cylindrical pivot pin, forming, on each plate, an upperpivot pin 182 and a lower pivot pin 184.

The mid support structure panel assemblies 168 are arranged in parallelalignment such that they form mirror images of each other (see FIG. 21).The plates include an outer portion 190 and an inner portion 194. Theinner portions 194 are arranged to face each other. The upper pivot pins182 are adapted to engage, be received by, and may be supported at leastin part by the upper swing arm mid-support receptors 166 on the plate.The pin may also be received by a pin cap 192 or similar device. The pinreceives a portion of the height adjustment or vertical adjustmentmechanism 472, which may also be secured by a pin cap 192. The lowerpivot pins 184, similarly, are adapted to engage, be received by, andmay be supported at least in part by the lower swing arm mid-supportreceptors 158. More specifically, the lower pivot pins are operablyconnected to the lower swing arm mid-support receptors 158. The lowerpivot pin 184 carries a portion of the recline adjustment mechanism 470,which may be pivotable thereon. One or more pivot fasteners 192 may beprovided which interface with swing arms at 158, 166 (shown in FIGS. 18and 19). Pivot pins 182, 184 may be integrally connected and whollyconstitute, or form a portion of lower or upper panel fitting 178 or180. The swing arm mid-support receptors 158, 166, which are carried bythe upper and lower swing arms 116, 118, provide pivotal movement aboutthe upper and lower pivot pins 182, 184 on each panel assembly 168.

Also attached to each plate 170 at a position forward of the upper panelfitting 178 is one or more additional fittings, and more preferably, twofittings which may form a seat back structure connector 186 and a thighangle adjustment assembly connector 188. The seat back structureconnector 186 may receive a pivot member 228, 230 from the seat backstructure 108 which pivot member is pivotable within or about theconnector 186. Similarly, the thigh angle adjustment assembly connector188 may receive a pin (not shown) or other fastening device from thethigh angle adjustment assembly 474.

As seen in FIGS. 9-11, attached to the mid support structure 104 is aseat back structure 108. The seat back structure may form a portion ofthe seat back and is pivotably coupled to the support assembly formovement between and upright position and a reclined position relativeto the support assembly. The seat back structure 108, shown in FIGS.22-25, is generally formed of one or more plates 196 carrying aplurality of cross member components and panel fittings. The seat backsupport also includes attachment locations for the pan support structure106, as well as attachment locations for the occupant hack supportsurface 198, lumbar adjustment assembly 202, headrest guides 204, strapguides 206 and mounting locations 208, 210 for shoulder straps andinertia reels, mounting locations 212 for left and right portions of alap belt, and mounting locations 214 for arm rest assemblies 216.

More specifically, a seat back may be attached to the support structure,and may include seat back structure 108 may be formed by two plates 196which may support a back cushion or back support surface. Each plate 196is an elongate member having a lower portion 218, an upper portion 220,and including a plurality of attachment locations for variouscomponents. Each plate 196 may extend substantially the entire length ofthe seat back. Preferably, the two plates 196 are provided or positionedin parallel and have aligned openings, or more specifically attachmentlocations, when arranged for assembly into the seat back structure 108.The lower portion 218, or the lower end of the seat back structure 108has a pivot support member 222 attached which includes an aperture (notshown) therethrough. Namely, the pivot support member 222 extendsthrough support member panel fittings 224 carried by the lower end 218of the plates 196. The outer ends 228, 230 of the pivot support member222 are received in the apertures of the pivot support members and arecapable of pivoting therein. The pivot support member 222 carries athigh adjustment assembly anchor 226 along a portion of its length,preferably at a location between the parallel aligned plates 196.

Spaced a distance from the pivot support member 222, preferably adistance above the pivot support member, and carried by the plates 196,is the lap belt mounting member 212. The lap belt mounting member 212extends between the plates 196, through apertures 232 in the plates, andextends a distance beyond the outer surface 234 of each plate. As shownin FIGS. 22 and 24, the lap belt mounting member 212 may be formed of acylindrical rod or tube having an annular cap 236 on each end 238, 240of the rod. The lap belt (not shown) is mounted at or near the annularcaps on the ends of the assembly. The lap belt mounting member 212 alsocarries one or more pan support structure mounting members 242. The pansupport structure mounting members 242 preferably have an aperture 244sized to correspond with the width or diameter of the lap belt mountingmember 212, and are received thereon. The pan support structure mountingmembers 242 may be positioned on an interior surface 246 of the plates196. The mounting members 242 may be secured to the plates 196 throughone or more securing devices 248, such as threaded screws. In theillustrated embodiment shown in FIG. 23, three threaded screws 248 arespaced radially about the aperture 244 and lap belt mounting member 212,for securing to each plate. To this end, the pan support structuremounting member 242 may be arranged for securement at three locationsabout the lap belt mounting member 212. In addition, the mounting member242 may have an extended portion 250 extending forward of the plate 196for engaging or attachment to the pan support structure 106.

One or more panel fittings 252 are also attached to each of the seatback structure plates 196 at a distance above the lap belt mountingmember 212, and preferably, each of the plates 196 has a panel fitting252 aligned with a panel fitting 252 on the adjacent plate. The panelfittings 252 may be any suitable fitting, including but not limited toan anchor-type fitting or a male or female-type fitting. These fittings252 preferably form an attachment for one or more components describedherein.

An armrest support link 214 may also be carried by the seat backstructure 108. The armrest support link 214 as shown in FIG. 22 is acylindrical rod extending through the aligned plates 196. The armrestsupport link 214 is adapted to receive armrests 216.

At least one occupant back support surface 198 mounting plate 256 may beprovided on the seat back structure 108 for retaining the back support198. As can be seen in FIGS. 22 and 24, the mounting plate 256 ispreferably formed of an elongate member attached to at least one of theseat back structure plates 196. In a preferred embodiment, the backsupport surface 198 mounting plate 256 is attached to each of two seatback structure plates 196 using one or more connecting devices 270. Tothis end, the mounting plate 256 is arranged, in a preferred embodiment,with a plate attachment portion 258 and an occupant back supportmounting portion 260. The mounting plate 256 in one exemplary embodimentis formed as a substantially Y-shaped member wherein the occupant backsupport mounting portion 260 is formed of first and second arms 262, 264extending from the plate attachment portion 258. The plate attachmentportion 258 in the illustrated embodiment has a plurality of, and inparticular, four apertures 266 which receive threaded connectors (notshown), such as screws, for attachment of the mounting plate 256 seatback structure plates 196. One or more fitting blocks 270 may be mountedby any suitable means to each of the plates 196. These fitting blocks270 may receive the threaded connectors (not shown) which are used toattach the mounting plate 256. Additional mounting plate(s) may beprovided for the back support or a back support covering member, such asmay be used on the rear of the seat to cover or obstruct view of thestructural components. The first and second arms may include apertures267 for engaging or attachment of the back support surface 198.

The upper portion 220 of the seat back structure 108 and plates 196carries one or more upper cross members 272, 274 for attachment of theheadrest assembly 276. In FIGS. 24-25, two upper cross members 272, 274are provided which members are secured between the seat back structureplates 196. The upper cross members 272, 274 may be formed ofrectangular plates having one or more apertures 204 therethrough. Theseapertures in one embodiment form headrest guides 204. The apertures orheadrest guides 204 of the first and second upper cross members 272, 274are aligned for receipt of a portion of the headrest assembly 276.

Shoulder restraint guides 206 are also attached to the upper portion 220of the seat back structure plates 196. Preferably, shoulder restraintguides 206 are aligned with the upper cross members 272, 274 such thatone or more connecting elements 282 or devices may be used tosimultaneously secure the shoulder restraint guides 206 and upper crossmembers 272, 274 to the plates 196. To this end, the plate 196 mayinclude an aperture for pass through of the connecting element.Similarly, the upper cross member 272, 274 may include a cooperatingfeature, such as an aperture or receptor for engaging the connectingelement 282. The shoulder restraint guides 206 are each formed of amounting portion 284 and a restraint guide portion 286 extending fromthe mounting portion. The mounting portion 284 includes one or moreapertures 288 for receipt of a connecting element 282, such as, but notlimited to, a threaded screw, for securing the shoulder restraint guidein position. The restraint guide portion 286 is formed of an elongatemember having a slot 206 therethrough. The slot 206 may be sized for thefree movement of a shoulder restraint (not shown) through the openingformed by the slot.

Mounted to the seat back structure 108 is a pan support structure 106.The pan support structure 106 may form a seat or a portion of a seat. Ascan be seen in FIGS. 26-29, the pan support structure 106 has a plate292 which may be substantially fiat and formed to approximate the shapeof a seat cushion. The pan support structure 106 includes a centralportion and a rear portion. The plate 292 is secured at the rear portion294 to the scat back structure 108. A rear attachment fitting 296 orconnector assembly may be provided on the plate 292 to connect or couplethe plate 292, and in particular the rear portion thereof, to the seatback structure 108 for causing the rear portion of the seat to pivotdownwardly about a pivot axis in unison with the seat back as the seatback moves from an upright position to a reclined position. Theattachment fitting 296 is preferably attached to an upper surface 306 ofthe plate 292 and may be attached to a rearward extension 308 of theplate 292. The rear attachment fitting 296 in the illustrated embodimentis attached to the plate 292 by one or more connection elements 298,such as, but not limited to, threaded screws. The rear attachmentfitting 296 has a pivot receptor 302, which may be a cylindricalaperture, extending therethrough in a plane parallel to the plate 292for receipt of a pan pivot member 304 (see FIG. 8) that extends throughthe receptor 302 and into the pan support structure mounting members 242on the seat back structure 108. The receptor and pivot member form thepivot axis about the receptor.

The plate 292 further includes an aperture 310 positioned in the rear ofthe plate 292 which may provide clearance to the vertical adjuster 472during recline. Additional apertures may be provided, for example, forreducing weight or for providing access to other devices. A recess orcut-out portion 312 is also positioned at the forward portion 314 of theplate 292. The recess 312 provides a passage for the anti-submarinestrap 464 (see FIG. 43A). The recess 312 may also be provided toeliminate or reduce interference with aircraft controls. Theanti-submarine restraint strap 464 is provided as a fifth point, orstrap portion of a restraint system. The anti-submarine restraint strapmay also be provided attached on the plate 292. To this end, one or moreattachment locations 316 may be provided for the strap. In oneembodiment, attachment locations may also be provided for recline andvertical adjustment button housings 318, 320.

A pivot assembly couples the central portion of the seat to the supportassembly, or mid support structure for permitting the seat to pivotabout a pivot axis relative to the support assembly. Mounted to thelower surface 322 of the plate 292 is a recline swing arm 324. Therecline swing arm 324 is formed of one or more pivot arms 326. In theillustrated embodiment, two pivot arms 326 are provided, each of whichinclude a pan support end 328 and an adjustment mechanism engaging end330. Furthermore, each pivot arm 326 has an aperture 332 on the pansupport end 328 and an aperture 334 on the adjustment mechanism engagingend 330. End 330 may also be arranged or adopted to engage the midsupport structure when the optional thigh adjustment assembly is notpresent. A cross member 336 may span between two or more pivot arms 326creating, in FIG. 29, an approximately H-shaped form, however,variations in shape would not depart from the overall scope of thepresent invention. The recline swing arm 324 is attached to the plate292 by a front attachment fitting 338 which is formed of an elongatemember attached by at least one attachment device, such as, but notlimited to, a screw, threaded through the plate 292. The frontattachment fitting 338 is preferably positioned in a centralizedlocation on the lower surface 322 of the plate 292. The recline swingarm 324 is connected to the front attachment fitting 338 by one or morepivot pins 342 which extend into receptor 344 on an end portion 346 ofthe attachment fitting. In the illustrated embodiment, two pivot pinsand receptors are shown. The pivot pin 342 is received by thecylindrical aperture 332 of the pan support end 328 in the recline swingarm 324. Similarly, pivot pins 348 may be received by cylindricalapertures 334 in the adjustment mechanism engaging end 330 of the swingarm 324. Pivot pins 348 are also received by the thigh angle adjustmentmechanism or assembly 474, such that the swing arm 324 may be connectedto the thigh angle adjustment mechanism. The pan support structure 106may incorporate sleeve bearings that are pressed-in at the pivotconnections, in both the recline swing arm 324 and the rear attachmentfitting 296, to assist with smooth rotation over an extended lifetime.

As discussed, the lower support structure 102, mid support structure104, pan support structure 106 and seat back structure 108 generallyform a frame assembly 110 which carries the occupant support structures,or subassemblies, that directly interface with the occupant.Specifically, the frame assembly 110 may support a bottom cushion 350,back support surface 198, an armrest assembly 216 or 374, headrestassembly 276 and a restraint system (not shown).

The seat bottom cushion 350 is supported by the pan support assembly106, and specifically the plate 292, and provides bottom and upper legsupport to the seated occupant. A cushion 350, as shown in FIG. 30 isshaped to provide occupant comfort and may have a shape or cross-sectionwhich corresponds to the shape of the pan support plate 292. The cushionmay be constructed of a core that includes a foam or cushioned material.For example, one or more types of polyurethane foam, which may becontoured and bonded together may form a cushion assembly. The cushion350 may include a cover over the cushioned portion, which may be anupholstered material or alternatively may be any suitable material forcovering at least a portion of an inner core. A preferred exemplaryupholstery material is one which includes a uniform, durable finish, andallows for various aesthetic details or options, including but notlimited to color and texture. The seat bottom cushion 350 may beprovided with a securing mechanism for securing, or removably securing,the cushion on or to the pan support structure 106. One suitableexemplary securing mechanism is a hook-and-loop fastener, such asVELCRO® which may be secured to the surfaces of both the pan supportstructure 106 plate and seat bottom cushion 350 in a coordinated mannerby any suitable means, including but not limited to adhesive or tape,and sewing. Alternative mechanisms of attachment would not depart fromthe overall scope of the present invention, including but not limitedto, snaps, loops, and other retaining devices. Likewise, alternativematerials, forms, and assemblies may be acceptable for the purposesprovided. For instance, a mesh suspension material may be used, forexample, in association with a frame to form a seat or bottom cushion ora portion thereof.

The back support surface 198, which is supported by the generally rigidframe of the seat back structure, provides back support to the occupant.The back support surface 198 is coupled by at least one attachmentelement to the frame and may flex relative to the frame. In a preferredembodiment, the back support surface 198 is constructed of flexiblematerial such that it is flexible throughout its entire area.Preferably, the material is capable of flexing in response to theoccupancy and movement of the occupant, as well as in response to theoperation of the lumbar adjustment assembly 202. The back supportsurface 198, as shown in FIGS. 31-35, is formed of a highly contouredshell, which may be a plastic shell or other suitable material, which isshaped to comfortably receive an occupant's back and preferably formedto a substantial portion of the length of the seat back support. Theseat back or back support surface 198 may be formed of a sheetapproximating the size of an aircraft occupant's back. The contoured orformed shell has a degree of concavity on the occupant side 352 of theshell 198, as shown in FIGS. 33-34, such that it may approximate thecontour of the aircraft occupant's back. The shell may therefore have aportion 354 which is partially convex on the occupant side 352 as shownin FIG. 35 which position is near the location of the occupant's lowerspine.

In addition, the shell 198 may include one or more layers. For example,the shell 198 may have a padded or partially padded layer 356 and astructural layer 358. A suitable exemplary padded layer is a thin,constant-thickness layer of foam, such as polyurethane foam, which isprovided on at least the occupant side 352 of the back support surface198, although alternative materials and forms would not depart from theoverall scope of the present invention. Additional padding may also beadded where appropriate.

The occupant side 352 of the back support 198 or entire back support mayalso be covered at least in part with an upholstery material similar tothat described with respect to the seat bottom cushion 350. Theupholstery may be attached by any suitable permanent or removable means.The back support 198 may also optionally include a rear covering member,(not shown) which covers a rear portion of the back support surface 198and may cover a portion of the frame.

The back support surface 198 also may have at least one and preferablytwo or more fasteners or attachment members 360, 362, that connect theback support surface 198 to the seat back structure 108. The shell 358may be supported at one, two or more upper positions and preferably twoupper positions by one or more arms, which may be rigid, semi-rigid, orflexible, and one or more lower positions by a swing arm. In theillustrated embodiment, the rear face, surface, or side 364 of the backsupport surface 198 has upper seat back support connection elements 360and lower seat back support connection elements 362. In one embodiment,fasteners 360 connect to the mounting plate 256 attached to the seatback structure 108. The fasteners 360 may be integral with or separatecomponents attached to the back support 198. The upper seat back supportconnection elements 360 are preferably pin members extending from one ormore spacers 366 which pin members are received by mating receptors 267on the seat back structure 108 (see FIG. 24), and specifically carriedby the back support mounting plate 256. These connection elements 360 orportions thereof may be flexible to permit flexure with the flexingmovement of the shell 358. The lower seat back support connectionelement 362 (see FIG. 32), is formed of a horizontal rod connected tothe back support surface 198 by one or more links 370. The rod whichlinks or attaches to the seat back structure carries an attachmenthousing 372 for attachment to the frame 110 or specifically, the seatback structure 108. Rotational or pivotal movement about the rod 362(see FIG. 32) may be provided at the corresponding attachment to theseat back structure 108. In addition to structurally connecting the backsupport to the seat back structure 108, the upper arm allows the shellflex and twist a limited amount. The lower swing arm allows the shell toexpand and contract in length and height as it is flexing.

Armrest assemblies 216 or 374 may be attached to the aircraft seat 100and the preferably frame 110. The armrest assemblies are generallyformed of one or more movable assemblies for adjustment of the armrest.In particular, the armrest assemblies are generally formed of a armsupport portion which may be positionally adjusted and one or more pivotassemblies for movement of the arm support portion. One exemplaryembodiment of an armrest assembly is shown in FIGS. 36-37. In FIGS.36-37, only the right armrest assembly is illustrated. The left armrestassembly is a mirror image of the right armrest assembly and thereforewill not be specifically illustrated. Each of the left and right armrestassemblies 216 has an elongate arm or frame 376 that is adapted tosupport an occupant arm. The frame 376 may support or carry a padsupport 378 on a portion thereof to provide cushioning to the arm. Thepad support 378 may be formed of any one or more materials describedwith respect to the seat cushion 350 and back support 198 and may alsobe contoured for user comfort. The pad may be attached to the frame byany suitable means. The frame 376 may also include one or more useroperable controls 380, such as push button controls, as illustrated inFIG. 37, to control the various functions of the aircraft seat 100. Tothis end, a channel or housing 382 having an opening therethrough (notshown) may be included through the frame 376 of the armrest andadjoining components to carry cabling (not shown) or any othercommunication components which may be necessary for control of themovable portions of the aircraft seat 100. Alternatively, push button orother controls may be provided in any location on the seat assemblywhich may be accessible to a user, including but not limited to, belowthe seat bottom.

Armrest assembly 216 is attached to the seat back structure 108 usingrod 214, which may be a cylindrical rod, that extends through seat backsupport structure plates 196 (see FIG. 3). Preferably, armrestassemblies 216 include housing 386 having a receptor 388 sized or shapedto receive the rod 214 extending from the seat back structure such thatthe armrest assembly 216 may be rotatable about the rod 214. As seen inFIGS. 36-37, attached to the seat back structure engaging end 390 of thehousing 386 is a pivot assembly 400 formed by a pivot link 392 which isconnected to a telescoping pivot arm 394 secured at one end 396 to theseat back structure 108 to for instance, fitting 253 (see FIG. 23). Ascan be seen from FIG. 38, the telescoping arm 394 includes a firsttelescoping arm member 398 which is received in a second telescoping armmember 402, such that the increase or decrease in length or extension ofthe telescoping arm occurs by movement of the first arm member 398relative to the second arm member 402. The adjustment in length resultsin pivotal movement of the armrest assembly or a portion thereof aboutthe rod 214 over a first pivot axis 404. In one example of anembodiment, the first telescoping arm member 394 may be a mechlok.

A second pivot assembly 406 is connected to housing 386 to pivot thearmrest support portion or frame 376 in an axis 408 perpendicular to thefirst pivot axis 404. To this end, a second pivot link 410 is attachedto the housing 386 including a pivot arm 412 having a pivot pin 414which extends through the pivot arm 412 and second pivot link 410 toform the second pivot axis. A second telescoping arm 416 substantiallyidentical to first telescoping arm 394 may be attached to the firstpivot link 392 and the pivot arm 412 or second pivot link 410 forcontrol of the pivotal movement. To this end, the increase or decreasein length of second telescoping arm 416 may result in pivotal movementof the armrest assembly or a portion thereof about the second pivot axis408. In one example of an embodiment, the second telescoping arm member416 may be a mechlok.

Operation of the armrest assemblies, and in particular the telescopingarm members 394, 416 may be by manual or automatic means or may befacilitated by a control, such as but not limited to, a push buttoncontrol. For example, a user may apply force to the armrest to move thearmrest in the direction permitted by the pivot axis. Alternatively, aspring may be used to apply the force. Movement of the armrest increasesor decreases the length of the telescoping arm member 394 or 416. A pushbutton or other mechanism may be used to unlock the telescoping armmembers against movement. Furthermore, the telescoping arm members 394,416 may be hydraulically or air controlled.

In an alternative embodiment shown in FIG. 39, the armrest assemblies374 are similar to armrest assemblies 216 and like reference numbers areused to describe like components. The armrest assemblies 374 are mountedto the seat back structure 108 using an elongate frame attachment member418 with an upper portion 420 and a lower portion 422. The elongateframe attachment member 418 is preferably formed of a link 424, or aflattened link, spanning between first and second connection elements426, 428. The armrest frame 376 and supporting pad 378 may be attachedto the elongate frame attachment member 418 by an adjustable mount 430.The adjustable mount 430 is movably or slidably connected to theelongate member 418 and has a first end 432 and a second end 434 eachhaving a clamping mechanism 436 thereon. The clamping mechanism 436 inone exemplary embodiment may be a combination of upper and lower barportions interconnected by threaded elements, which may be loosened ortightened to unclamp or clamp the armrest in position. The clamps 436 ofthe adjustable mount permit the vertical adjustment of the armrests.Armrest pivot members are also provided to permit lateral and tiltingmovement of the armrests. More specifically, attached to the adjustablemount is a first pivot member 442 which permits pivoting of the armrestassembly or a portion thereof about an axis or first axis 440. Anadditional or second armrest pivot member 438 may be operably orfunctionally connected to the first pivot member 442 to pivot about asecond axis 444 perpendicular to the first axis. Pivotal movementpermits pitch and yaw adjustment of the armrests.

In addition to the armrest assemblies, the seat back structure 108 mayalso carry a headrest assembly. While any headrest may be suitable forthe chair described herein, an exemplary headrest assembly 276 is shownin FIGS. 40-42. Headrest assembly 276 is formed at least in part by acontoured plate 446 shaped to conform to the back portion of anoccupant's head. Similar to the back support surface 198, the contouredplate 446 of the headrest may be covered on at least one surface,preferably the occupant side surface 448, with padding 450, such as butnot limited to a constant thickness layer of foam, or polyurethane foam.At least one of the surface 448 or pad 450 may also be optionallycovered with an upholstery material (not shown) as described withrespect to the back support surface 198. The headrest plate 446 may bemounted to a mounting device 452. In an exemplary embodiment, mountingdevice 452 is formed by a U-shaped rod 454 having free ends 456 whichU-shaped rod is mounted to the plate 446 by a pivot receptor 458. Asshown in FIG. 42, the U-shaped rod is mounted to the back surface 460 ofthe plate. The free ends 456 of the mounting device 452 preferablyinterface with the guide features 204 of the upper cross members 272,274 on the seat back structure 108 (see FIG. 3).

A restraint system is also, optionally, carried by, coupled to, orintegral with the aircraft seat 100 or 700 (see FIGS. 43A-43C).Restraint systems are commonly commercially available. Any suitablerestraint system may be acceptable for use with the aircraft seat 100 or700 for restraint of an occupant. In an exemplary embodiment of the seat700, as shown in FIGS. 43A-43C, an integral five-point restraint system702 is provided. Namely, two restraint portions are provided by a lapbelt which is attached to the lap belt anchor connected to the seat backstructure 108. Specifically, one end of each of two mating lap beltsections 462 is attached to, threaded over, or received by the lap beltanchor 212 or mounting member between the cap 236 and plate 196 of theseat back structure. An additional restraint portion is provided by theanti-submarine belt 464 which may be mounted to or below the pan supportstructure 106. The remaining portions of the five-point restraint areformed by two shoulder belt straps 466 which a threaded through thefirst and second shoulder belt strap guides 206 attached to the seatback structure 108. One end of each shoulder strap 466 may be secured ina position to the rear of the seat. The strap guides may be stationaryor may pivot about an axis. In one embodiment, an inertia reel or twoinertia wheels 468 may be mounted to the rear surface of the backsupport surface 198 or the seat back structure 108 for receiving andsecuring an end of the shoulder straps. The free ends of each portion orbelt strap of the five-point restraint may be connected together or toone or more additional belt straps by any common commercially availabledevice or buckle 469 used for such purposes.

A number of adjustment mechanisms may be operably connected to theaircraft seat 100, including, but not limited to a recline adjustmentassembly 470, a vertical adjustment assembly 472, and a thigh angleadjustment assembly 474. Also provided is a lumbar adjustment assembly202. These subassemblies are provided to control the available degreesof freedom of movement between the structural subassemblies detailedherein.

The recline adjustment assembly 470 is optionally provided for controlof seatback or back support 198 recline. The recline adjustment assembly470 is capable of controlling the recline angle of the back support 198and seat back structure 108. The recline adjustment assembly 470, asshown in FIG. 44, preferably connects or couples to the seat backstructure 108 and the mid support structure 104, as well as the lowerswing arm of the lower support structure 102. To this end, the reclineadjustment assembly 470 is formed of a seat back structure connectionmember 476 having one or more connection elements 478 linked to anactuator 480. The first and second connection elements 478 are formed ofarms including apertures 482 therethrough which receive one or morepivot pins 484 connected to the seat back structure 108 forming an upperpivot connection 486 with the seat back structure 108. Pivot pins 484may be received in a fitting 252 in the seat back structure. The seatback structure connection member 476 is linked to the actuator 480 by acentral attachment portion 488 having an aperture (not shown) forreceipt of a fastening device 490, such as, but not limited to, a screwor bolt which is threaded into the of the actuator 480. To this end,threads may be provided on the actuator.

The recline adjustment assembly 470 is capable of control of the reclineangle by variation in length of the actuator 480. To this end, theactuator 480 in the exemplary embodiment shown in FIG. 45 is formed of apiston having a cylindrical member 492 attached to a telescopingcylindrical member 494. The telescoping cylindrical member 494 has aspring 496 wound about its circumference and biased for movement inextension. The actuator 480 may be a hydraulic or air controlledcylinder, or other device suitable for the purposes provided. Apreferred embodiment of the actuator 480 is available from EnidineIncorporated of Orchard Park, N.Y., under model number UL37. While aspecific example is provided, the recline actuator and the interfacegeometry is such that mechanical and electromechanical variations indesign of the actuator can be interchanged for the purposes providedwith no modification to the primary seat structure.

The telescoping cylindrical member 494 carries a mid support structureconnecting member or attachment member 498 having one or more connectingelements 502. The mid support structure connecting member or attachmentmember 498 preferably includes a receptor 504 sized to receive the endof the telescoping member 494 and further includes a pin or fastener 506which can be inserted approximately perpendicular to the telescopingmember and retain the telescoping member. The connecting elements 502 ofthe mid support structure connecting member or attachment member 494include apertures 508 therein for receipt of one or more pins or pivotmembers 510 linked, or connected to the mid support structure 104forming a lower pivot connection 512 with the mid support structure 104.Pins 510 may form a portion of pivot members 184 used to attach thelower swing arm 118 to the mid support structure 104. The reclineadjustment assembly 470 may incorporate sleeve bearings that arepressed-in at the mid support structure and the seat back structureconnection elements to assist with smooth rotation over an extendedlifetime.

The vertical adjustment assembly 472 is optionally provided for seatheight adjustment. Similar to the recline adjustment assembly 470, thevertical adjustment assembly 472 may control seat height by variation inlength of the actuator assembly 514. The vertical adjustment assembly472, as shown in FIGS. 46-47, preferably connects or is coupled to thelower support structure 102 and the mid support structure 104, as wellas the upper swing arm 116 of the lower support structure 102 and, as aresult, is capable of controlling or adjusting the seat height. To thisend, the vertical adjustment assembly 472 is formed of a mid supportstructure connection member 516 having one or more connection elements518 linked to the actuator 514. The connection elements 518 each mayinclude an aperture, such as a pivot pin receiving aperture 520 or otherdevice for connecting to the mid support structure 104. The pivot pinreceiving apertures may receive a pivot pin or, for example, pivotmember 182 which also secures upper swing arm 116 to the mid supportstructure 104.

The mid support structure connection member 516 is linked to theactuator 514 by a central attachment portion 522 having an means tofasten or otherwise secure the actuator 514 to the connection member516, including by not limited to an aperture for receipt of a fasteningdevice, such as, but not limited to, a screw or bolt, which is threadedinto the cylindrical member 526 of the actuator 514. The actuator 514 inthe exemplary embodiment shown in FIG. 48-49, similar to actuator 480,is formed of a piston having a cylindrical member 526 which receives atelescoping cylindrical member 528. The telescoping cylindrical member528 also has a spring 530 wound about its circumference and biased forresistance. The actuator 514 may be a hydraulic or air controlledcylinder, or other device suitable for the purposes provided. Apreferred embodiment of the vertical actuator is available from Enidineincorporated of Orchard Park, N.Y., under model number UL37. However, aswith the recline actuator, the design of the vertical actuator 514 andthe interface geometry is such that mechanical and electro-mechanicalvariations in design of the actuator can be interchanged for thepurposes provided with no modification to the primary seat structure.

The telescoping cylindrical member 528 carries a lower support structureconnecting member or attachment member 532 having one or more connectingelements 534. The lower support structure connecting member orattachment member 532 preferably includes a receptor 536 sized toreceive the end of the telescoping member 528 and further may include apin or fastener 538 which can be inserted approximately perpendicular toand through the telescoping member 528 to secure the telescoping member.The connecting elements 534 of the lower support structure connectingmember or attachment member 532 include apertures 540 therein thrreceipt of a cross member, such as the rear cross member 114 (shown inFIG. 47), linked or connected to the lower support structure 102. Theconnecting elements 534 are received for pivotal rotation about thecross member. The vertical adjustment assembly 472 may also incorporatesleeve bearings that are pressed-in at the mid support structureconnection elements and lower support structure elements to assist withsmooth rotation over an extended lifetime.

The recline adjustment assembly 470 and the vertical adjustment assembly472, and in particular actuation of actuator 480 and 514, may befacilitated by a control, such as a push button control, or may be byoperated through manual adjustment.

The thigh angle adjustment mechanism or assembly 474 is an optionalfeature which may be added to the aircraft seat 100 for additionaladjustable support. As seen in FIGS. 50-51, the thigh angle adjustmentassembly 474 of an exemplary embodiment is mounted such that it connectsor is coupled to the pan support structure 106 and the mid-supportstructure 104. As a result, the thigh angle adjustment assembly 474 isadapted to vary the position of the pan support structure 106 connectionto the mid support structure 104, and is thereby capable of changing theangle of the pan support structure 106 and supported seat bottom cushion350. To this end, the thigh angle adjustment mechanism may form anadjustment mechanism for moving a pivot axis located at the centralportion of the seat upwardly and downwardly relative to the mid supportstructure or a support assembly, so as to cause the seat to pivot aboutthe connector assembly connecting the pan to the seat back relative tothe seat back whereby the seat can be inclined relative to the seat backwhen the seat back is in either its upright or its reclined position.

The assembly 474 shown in FIGS. 46 and 50-51, may include one or moreswing arms 542 having one or more apertures forming connection locations544, 546 and 548. In a preferred embodiment, at least two apertures andpreferably three apertures are provided on each of the swing arms. Oneaperture 546 in each of the swing arms 542 receives a pan supportstructure connection element 560 which may be a pivot member or rod 561(see FIG. 46) that is attached to the swing arms at the aperture and isalso received by aperture 334 in the mechanism engaging end 330 of thepan support assembly recline swing arm 324. The pivot rod 561 may alsobe received by the thigh angle adjustment assembly connectors 188 on themid support structure 108. The second aperture 548 in each of the thighangle adjustment mechanism swing arms 542 may be spaced a distance fromthe pan support structure connection element 560 along the swing arm,and carries a mid support structure connection element 562. In theassembly shown, aperture 548 and connection element 562 connect to theseat pan swing arm 324. Aperture 546 and connection element 560 connectto the mid support at 128 on each mid support panel. Each element may besized to receive a fastener for attaching the swing arm 542 to therespective pan support structure 106 and mid support structure 104.

The swing arms 542, when mounted to the mid support structure 104, arearranged in parallel alignment. Two swing arms 542 may be fixedlyattached together by a cross member 550 having ends 552, 554 with pinreceptors 556 for receipt of a pin 558, which may be a pivot pin,inserted through an aperture 544 in each of the swing arms and extendingfrom the external surface of 542 into the opening 556 in the crossmember 550. Cross member 550 forms a traveling block that travels alongthe threaded shaft 566 with rotation of the shaft. Pin 558 may connectthe swing arms to the cross member or traveling block 550. The pin 558may be cantilevered and held in place laterally by a spring pin (notshown) that inserts into a hole or aperture through an end, such as theinside end of pin 558. Traveling block 550 has a centralized aperture564, preferably a threaded aperture, which is substantiallyperpendicular to the pin receptors 556 in the cross member. Thecentralized aperture receives threaded rod 566 carrying an adjustmentknob 568 on a forward end 570 and a seat back structure connectionmember or seat back structure attachment device 572 on a second or rearend 574. The pitch or threaded portion of the screw or rod 566 is suchthat the system may be self-locking, although other locking mechanismsare contemplated. The seat back structure attachment device 572 has afirst portion 576 which receives a portion of the threaded rod and issecured thereto. A second portion 578 of the seat back structureattachment device 572 may have a structure 580 for engaging the seatback structure 108, and preferably for at least partially contacting themounting member 226 on pivot member 222 secured to the lower portion ofthe seat back structure 108, which is received by and pivotal withinseat back structure connectors 186 on the mid support structure 104. Aswith the above-described subassemblies, sleeve bearings may bepressed-in at any one of the thigh adjuster swing arm pivot pointconnections to ensure smooth rotation over an extended lifetime.

A lumbar adjustment assembly 202 (sec FIG. 52) is optionally providedfor user selective adjustment of the lumbar region support provided bythe back support 198. The selective adjustment of the lumbar adjustmentmechanism or assembly 202 permits the adjustable support of the lumbarportion of the occupant's spine. The lumbar adjustment assembly 202includes an extendable shaft 586 having a portion sized to be receivedby the upper lumbar receptor 582. The upper lumbar receptor is carriedby the seat back structure 108. The extendable shaft 586 may be securedto a rotational joint 582 attached between two receptors 584 by anysuitable means, including but not limited to, a threaded portion, a nut,a snap fit, or tongue and groove arrangement. The extendable shaft 586illustrated in FIG. 52 may form a portion of actuator 590, similar tothat described with respect to recline adjustment assembly 470 andvertical adjustment assembly 472, and may include a collar 592, sleeve594, spring 596 and outer telescoping member or lower shaft 598. Theactuator 590 may be a hydraulic or air controlled cylinder, or otherdevice suitable for the purposes provided. A suitable actuator isavailable from Enidine Incorporated of Orchard Park, N.Y. under modelnumber UL12. The actuator 590 may be operated by a suitable control,such as but not limited to a push button control, or may be manuallyoperated.

The lower portion or lower shaft 598 of the actuator assembly 590 maycarry a pressure application mechanism 602. In FIG. 52, pressureapplication mechanism 602 includes one or more rollers 604 orcylindrical rollers. The pressure application mechanism 602 is pivotallyconnected to arms 606 on a first end 608 and may, at a second end 610,be pivotally connected to pivot rod 370 or housing 372 on the lowerportion of the back support 198 (see FIG. 53). The pivot arms 606position the pressure application mechanism 602 toward the back support198. The assembly 202 is arranged, such that extension or retraction ofthe extendable shaft 586 results in movement of the pressure applicationmechanism 602 toward or away from the back support 198.

in an alternative embodiment shown in FIGS. 53-54, lumbar adjustmentassembly 612 is substantially similar to lumbar adjustment assembly 202,except that a pressure plate 614 attached to a pivot member 616 is usedin place of the roller assembly 604, and a screw-drive shaft 618 is usedin place of actuator 590. Pressure plate 614 has an outer surface 620for pressing against the back support 198 and a pivot member 622connected on a back surface 624 for connecting to arms 606 carried bypivot member 616. The screw-drive shaft 618 has a threaded portion (notshown) which passes through an adjustment knob 626 for raising andrelative movement of upper lumbar receptor 582 relative to shaft 586 andlower shaft 628.

The lumbar adjustment assembly 202 mounts (as shown in FIGS. 53-54) at aposition adjacent the rear surface 364 of the back support 198. Theupper fasteners 360 on the back support 198, which may include spacers366, are attached to mounting plate 256 on the seat back structure 108.The mounting portion 260 of the plate 256 may have a rotational jointformed by upper lumbar receptor 582 connected to the seat back structure108 mounting devices 270 used to attach the plate 256. The rotationaljoint 582 includes an upper lumbar receptor 584 which may be an aperturein or through the cross shaft. While specific assemblies andarrangements are disclosed, the lumbar adjustment assemblies 202, 612discussed herein may mount entirely to the seat back structure 108,entirely to the back support 198 or a combination thereof.

In a preferred method of operation, the various adjustment mechanismsprovide for a highly adjustable aircraft seat 100 to accommodate avariety of different passenger dimensions and comfort positions. Thesubassemblies of the aircraft seat 100 permit a variety of adjustmentsto be made for user comfort.

In one method of operation of the preferred aircraft seat 100, shown inFIGS. 55-56, vertical adjustment involves at least two of the structuralsubassemblies, namely the lower support structure 102 and the midsupport structure 104 as well as the vertical adjustment assembly 472.To raise and lower the seat, or change the height of the seat 100, thevertical adjustment assembly 472 is operated. For instance, to raise theseat 100, actuator 514 length is increased by user operation of thecontrols of the assembly. In one example, a cable assembly (not shown)may be provided having a button or like control on a first side or endand a swing arm assembly may be positioned at the other end of the cableassembly. When the button is depressed, the depression of the button istranslated into cable motion which, in turn rotates the swing arm aboutits pivot. In addition, the swing arm may, in one example push or pressupon a button on the top of the actuator 514. The depression of thesmall button releases the internal locking mechanism of the actuator andit is then free to change length. As the length of the vertical actuator514 increases, the mid support structure 104 moves in a four-bar motionvertically, and slightly forward. The four bar motion occurs by the midsupport structure 104 moving in relation to the lower support structure102. Specifically, the adjustment of the length of the vertical actuator514, which is connected to the lower support structure 102 and to themid support structure 104, causes the mid support structure 104 to movein relation to the lower support structure 102. This movement occurssimultaneously with the pivoting movement of the two swing arms 116, 118which are formed by two longitudinal arm members 146 on the upper swingarm and two longitudinal arm members 148 on the lower swing arm.Movement of the swing arms occurs about the swing arm pivot members onboth the lower support structure 126, 128. The swing arm pivot membersare farmed by connection of the swing arms to fittings 178, 180 via, forexample, bolts which thread into 178, 180 in the mid support structurethis arrangement permits uniform variation in the angle of the swingarms 116, 118 relative to the ground.

As can be seen in FIG. 55 which illustrates the seat geometry in theextreme full-down vertical position, the mid support structure 104 ispositioned in close proximity to the lower support structure 102.Comparing MG, 55 to FIG. 56 which illustrates the seat 100 in theextreme full-up vertical position, as the length of the verticalactuator 514 is increased, the vertical adjustment device 472, which isconnected to the upper pivot member 182 of the mid support structure 104forces the mid support structure 104 to move upward. This movement isfacilitated by the simultaneous pivotal movement of the verticaladjustment assembly 472 at its lower support structure connection member532 and mid-support structure connection member 516, as it is extended,as well as the simultaneous pivotal movement of the upper and lowerswing arms 116, 118 at their pivotal connections with the lower and midsupport structures. The aircraft seat 100 may be moved or adjusted toany number of positions between the lower extreme of FIG. 55, and theupper extreme shown in FIG. 56. Vertical adjustment of the seat assembly100 of a preferred embodiment can range from 0 inches to 4 inches ofactuator total travel, and may be approximately 3 to 4 inches ofactuator travel. The aircraft seat 100 preferably has a range of fromapproximately 12 inches for low seat reference point 630 height to 19inches high seat reference point 630 height. “Seat reference point 630”as used herein is may be a point in the mid-sagittal plane where theseat back and seat pan intersect and is measured from the bottom surfaceof the base member assemblies with the seat back in the upright reclineposition relative to aircraft controls.

In the upper extreme of FIG. 56, the mid support structure 104 is movedupward and slightly forward from the lower extreme of FIG. 55. It isunderstood that this vertical and slightly forward motion is a naturalmotion, for a seated occupant, as taller occupants are generally movedaft and downward, while shorter occupants are moved forward and up toachieve their ideal positions.

In addition to the vertical adjustment, operation of the aircraft seat100 also may include a recline adjustment. Recline adjustment of apreferred embodiment, as shown in FIGS. 57-58, may involve a pluralityof structural subassemblies, preferably, the mid support structure 104,the pan support structure 106 and the seat back structure 108 as well asthe recline adjustment assembly 470. Comparing FIG. 57, whichillustrates the seat geometry in the upright limit configuration andFIG. 58, which illustrates the fully-reclined limit configuration of therecline adjustment mechanism, in order to adjust the recline angle ofthe seat back, the recline adjustment assembly 470 is operated manuallyor by use of a control to adjust the length of the actuator 480. Torecline the seat back structure 108 with attached back support 198 ormore specifically to increase the angle between the seat back and theseat including seat cushion 350, recline actuator 480 length is reduced.To move upright and decrease the angle between the seat back structure108 carrying the back support 198 and the seat and cushion 350, reclineactuator 480 length is increased. As a result of the adjustment ofrecline actuator length, the seat back structure 108 pivots about pivotpin 484 connecting the recline adjustment assembly 470 to the seat backstructure 108. Additionally, the seat back structure 108 rotates aboutthe pivot member or seat back structure connectors 186 carried by themid support structure 104. As a result of the geometry of the plates 196of the seat back structure, the lower portion 218 may move below the midsupport structure 104. This pivotal movement further alters the angle ofrecline of the seat back in relation to the mid support structure 104.

The mid support structure connecting member 498 of the reclineadjustment assembly 470 also pivots about the lower or rear pivot member184 of the mid support structure 104. Additionally, as the seat backstructure 108 is rotated, the pan support structure 106 is pulled orpushed along with it. Specifically, a connector assembly couples therear portion of the seat and specifically the pan support structurewhich carries the seat to the seat back structure for causing the rearportion of the seat to pivot downwardly about the pivot axis in unisonwith the seat back as the seat back moves from the upright position tothe reclined position. More specifically, the pan support structure 106is linked to the seat back structure at a location at the rear of thepan support structure by the pan pivot member 304 which is received bythe rear attachment fitting 296 of the pan support structure and the pansupport structure mounting members 242 on plates 196 of the seat backstructure 108. Due to this attachment, the pan support structure 106 ispulled backward and slightly downward as the seat is reclined, or pushedforward and slightly upward as it is returned upright. The pan supportstructure also pivots about the pivot member 304 as the seat backstructure is reclined or returned upright. The pan support structure 106is also connected to the mid support structure 104 by thigh angleadjustment mechanism 474 which connects to the swing arm 326 of the pansupport structure 106. As the seat back is reclined or returned upright,the swing arm 326 simultaneously pivots in opposite directions at itspan attachment end 328 and mechanism engaging end 330. The pan supportstructure 106 moves in the four-bar motion due to its swing arm 326connected to the mid support structure 104 at the thigh adjustmentassembly 474 and pivotal pan support attachment 296 and 304 on the seatback structure 108. The amount of thigh angle change with recline isdetermined by the length of the seat pan swing arm 326 and the locationof its pivots on the pan support structure 106 and mid support structure104.

The recline adjustment assembly has preferred actuator travel rangesfrom 0-4 inches and is preferably approximately 3-4 inches. The backangle may be adjusted in a range of approximately 10 degrees at aminimum, to approximately 31 degrees at a maximum back angle measuredfrom vertical. The maximum possible back angle may be approximately 35degrees from vertical as allowed by seat geometry. The thigh angle mayrange from a minimum of approximately 9 degrees at the minimum backangle, to a maximum of 20 degrees with the maximum back angle, both ofwhich are measured with the thigh angle adjuster assembly 474 set to theminimum thigh angle. The seat reference point 630 height preferablyranges from a minimum of approximately 12 inches at the minimum backangle, to approximately 10 inches at the maximum back angle, both ofwhich are measured with the thigh adjuster assembly set to the minimumthigh angle. The seat reference point 630 heights are measured from thebottom surface of the base member assemblies. While specific examplesare provided herein, the effects of the dependent motion between therespective devices and subassemblies may be varied without departingfrom the overall scope of the present invention.

The thigh angle may also be adjusted. In a preferred embodiment, thethigh adjustment assembly functions as can be seen by reference to FIGS.59-60, by moving the pivot location of the seat pan swing arm 324 up andforward to increase thigh angle, or in the opposite direction todecrease thigh angle. In a preferred embodiment, the jack-screw-driventraveling block 550 rotates the thigh adjuster swing arms 542 connectedto the seat pan swing arm 324. The thigh angle adjustment mechanism 474is capable of thus, moving the pivot axis of the seat recline upwardlyand downwardly relative to the support assembly so as to cause the seatto pivot about the connector assembly relative to the seat back wherebyseat can be inclined relative to the seat back when the seat back is ineither its upright or reclined position.

Specifically, the knob 568 may be turned by the seated occupant. As canbe seen in FIG. 59, which illustrates the seat geometry in the full-downconfiguration of the thigh angle adjustment mechanism 474, the adjusterknob 568 has been rotated such that the traveling block 550 which isthreaded for movement along the shaft 566, is positioned at or near theend of the threaded shaft of the adjustment assembly so that it is inclose proximity to the seat back structure attachment device 572connected to the seat back support structure 108 through pivot member222. As the adjuster knob 568 is rotated to move the traveling block 550towards the forward end of the shaft 566 (see FIG. 60 which illustratesthe seat geometry in the full-up configuration of the thigh adjustmentmechanism) the thigh adjustment mechanism swing arms 542 pivot about astationary pivotal connection 546 to the mid support structure 104 andabout the pivotal connection 544 to the traveling block 550, as well asthe pivotal connection 548 to the seat pan swing arm 324. As a result ofthe stationary pivotal connection 546, the thigh adjustment assemblyswing arm 542 rotates about the stationary connection 546 to raise theheight of the pivotal connection 548 to the seat pan swing arm 324. Asthe seat pan swing arm 324 moves in unison, the seat pan 306 connectedthereto is raised, thereby raising the seat cushion 350 at the forwardor central location of the swing arm connection. Turning the adjustmentknob 568 in the opposite direction results in the opposite of thedescribed movements. Preferably, the thigh angle adjustment mechanism474 has an adjustment mechanism travel range of the traveling block 550of between 0 and 1 inch and more preferably of approximately 0.75inches. The thigh angle adjustment mechanism 474 preferably may adjustthe thigh angle in a preferred range from approximately 5 degrees toapproximately 15 degrees measured from horizontal and including thethigh angle which may be naturally present due to the cushion 350.Additionally, the thigh angle adjustment mechanism 474 has minimaleffect on the thigh angle change that occurs during recline of the seatback structure 108 and attached back support 198. Instead, it adds to orsubtracts from the seat pan 306 angle at any given position of recline.

The installed aircraft seat 100 may also include fore-aft adjustmentmechanisms via tracks 601 mounted on the floor 603 of a typical aircraftas shown in FIG. 61. The tracks 601 may be mounted, for example, forminga “T” shaped cross-section. Fittings 605 may be provided on the seat100. In the example shown in FIG. 61, for instance, the fittings 605 aremating female fittings that interface with the tracks. Fore-aft positionof the seat may be fixed by a removable or disengagable pinnedconnection between the seat 100, and in particular, the lower supportstructure 102, and the floor tracks 601, or may be a tongue and grooveor threaded screw type connection. In order to adjust the seat, therelevant attachment devices is disengaged from the track, which may beby a handle-actuated cable connection, and the seat is free to move. Theattachment device may then be reengaged. To facilitate attachment,apertures or holes 607 may be provided in the track, and may be locatedin the top surface of the track or positioned laterally through thebottom part of the T.

To further accommodate a variety of occupant sizes and weights, as wellas personal comfort preferences, the lumbar adjustment mechanism 202 or612 is integrated into the seat back structure 108. The lumbaradjustment mechanism 202, 612 provides lumbar support, by applyingoccupant-adjustable pressure to the lumbosacral area of the back support198 which, due to its flexibility, transmits that pressure to theoccupant. As discussed, the back support surface 198 is constructed of ahighly-contoured, flexible shell or structural layer 358. The lumbaradjustment assembly 202 has a portion 602 which contacts the hack orrear portion 364 of the back support surface 198, and is adapted orarranged to apply pressure to the lumbar area of the back supportsurface 198 to impress similar support upon the lumbar area of theseated occupant. The flexibility of the back support surface 198 permitsthe adjustment of the contour of the surface in response to theadjustment of the lumbar adjustment mechanism.

To adjust the lumbar pressure application device 202 or 612 fore andaft, in one embodiment shown in FIGS. 52-54, either the actuator 590 isactuated, or the screw-drive shaft 618 adjusted by rotation of theattached knob 626 which may be accessible from behind the seat back, infront of the seat back structure 108. The lumbar adjustment mechanism202, 612 may be adjusted to move the pressure application device foreand aft by increasing or decreasing the length of the actuator by thecontrol mechanism or manual operation. An increase in length of thelumbar adjustment assembly 202 or 612, or more specifically, extensionof extendable shaft 598 (FIG. 52) or 628 (FIGS. 53-54), due to itsrestrained upper attachment, causes pivotal movement at or about pivotmembers 582, 616, and 370 and moves the pressure application device 602toward the back support 198. Movement in the opposite direction ordecrease in length of the extendable shaft moves the pressureapplication device 602 away from the back support 198. The lumbaradjustment mechanism of a preferred embodiment permits a range of foreand aft adjustment of preferably between 0 and 1 inch and morepreferably approximately 0.75 inches in the lumbosacral area.

Armrests may also be optionally provided which are adjustable. In theembodiment of FIGS. 36-37, the armrest 216 may be locked in place bytelescoping rod assembly 394. The telescoping rod 394 serves as a lock,the release of which permits the pivotal movement of the armrest 216. Tothis end, telescoping rod assembly 394 may lock the frame 376 and pad378 of the armrest assembly 216 against vertical pivoting about a pivotaxis formed by the connection of the armrest to the seat back structure108. In one example, the telescoping rod assembly 394 may include a pushbutton (not shown) in communication with a cable tensioned or adapted tocommunicate a signal, which may be mechanical or electrical, to thetelescoping rod assembly. The actuation of the push button releases orreengages the locking telescopic rod to permit movement. To this end,telescoping rod adjustment assembly is adapted to move in associationwith the movement of the armrest assembly 216. Specifically, increase ordecrease in length of the rod 394 results from the pivotal movement ofthe armrest 216 and specifically the armrest support housing 386 aboutrod 214 on the seat back structure 108.

In one alternative embodiment, armrests are adjustable vertically. Inthe embodiment of FIG. 39, the armrest may be vertically adjusted bysliding the armrest housing 430 relative to the armrest 374 track or rod424. This may be facilitated manually or by the addition of a releasebutton which may then be depressed to release the securement of thehousing to the track. Vertical adjustment may be limited only by theupper and lower stops or attachment locations of the slide, and thuslength of the armrest slide or track. Vertical adjustment may also bepermitted incrementally, with predefined increments of movement. Forinstance, a plurality of 0.4 inch increments may be provided by spacedapart adjuster apertures within the track or slide, and a total range ofapproximately 3.2 inches of movement may be available. Clampingmechanisms 436 may be released to facilitate movement and thenreattached for securing the armrests in place. Additional adjustment canbe provided by lengthening the track(s) and adding additional adjusterapertures. Preferably, the right and left armrest assemblies arestand-alone assemblies, such that the left and right assemblies can beadjusted independent of one another.

The armrests may also be optionally or alternatively adjustable to foldor pivot or to facilitate ingress and egress. The armrests 216 of FIGS.36-37 may include an additional piston or telescoping arm 416,substantially as described with respect to telescoping rod assembly 394,which may be used to lock the armrest assembly 216 against horizontalpivoting of the frame 376 and pad 378 carried thereby. The telescopingrod assembly 416 may be locked or released by a push button incommunication with a cable operable to permit or restrict telescopingmovement of the rod and thus the pivot of the armrest. Similar totelescoping rod 394, actuation of the push button releases or reengagesthe lock to permit movement. Specifically, frame 376 movement or pivotinward toward the occupant causes the decrease in length of thetelescoping arm 416. Increase in length of the telescoping arm 416results as the frame 376 pivots away from the occupant. The push buttonmay be the same push button used for vertical pivot locking andunlocking in association with assembly 394 or may be a separate buttonprovided for use with assembly 416.

The fold-away adjustment of the arm rest assembly (see FIGS. 62-65) maybe accomplished by one or more folding or pivoting mechanisms. Inoperation of the armrest 216, starting with the armrests in the downposition (FIG. 62), the user grasps any portion of the armrest armassembly 216 and moves it upward, rotating the armrest arm 376 and pad378 toward the back of the seat 100 until it is in contact with a stop(not shown). Once the armrest arm 376 and pad 378 are fully rotated aft(see FIG. 63), they can be rotated behind the seat back by applyingpressure to the armrest toward the center of the seat 100 (see FIGS.64-65). In the fold-away orientation, the armrests are entirely withinthe maximum lateral and aft portions of the seat (see FIG. 65).

In one example of an alternative embodiment, no locking features areprovided with the fold-away feature. Instead, motion stops and frictionmay be used for positioning. Fold-up and fold-down may also be limitedby a pin in the pivot housing that contacts a travel stop member on thearmrest slide. The fold-behind motion may thus be controlled by a pinand slot near the fold-behind axis in the pivot housing. A frictionhinge may be used to hold the armrest arm behind the seat back. Thefriction hinge may be located in the pivot housing on the fold-behindaxis. The design of the armrest arm, pivot housing, and slide precludeone of the folding motions depending upon where the armrest ispositionally adjusted. For example, the armrest cannot be rotatedlaterally while it is forwardly positioned. Likewise, the armrest cannotbe folded down while it is folded behind the seatback. The fold-awaymechanism of each of the left and right armrests is independent, suchthat each armrest may be operated independently of the other armrest. Inaddition, the fold-away mechanism is not dependent upon the verticaladjustment location of the armrest assembly, as it functions regardlessof vertical position of the armrest.

The headrest 276 of the aircraft seat 100 may also be adjustable (seeFIGS. 66-69). The headrest 276 may be vertically adjustable andadjustable fore and aft. The vertical motion of the headrest assemblymay be guided at four locations 204 in the two upper cross members 272,274 provided in the seat back structure 108. The guides 204 may includebearings (not shown), preferably plastic bearings to assist in guidingthe headrest. Vertical motion may also be controlled by a one-waylocking collar 632 (see FIG. 66), which locks only in the downwarddirection. Referring to FIGS. 66-69, to raise the headrest 276, theoccupant may simply pill upward on the headrest pad assembly. Theheadrest 276 rises until the occupant stops this action. To lower theheadrest, the occupant releases the locking collar 632 by preferablypulling on its upper flange and pushing down on the headrest 276. Oncethe desired position is reached, the locking collar 632 is released tolock the headrest 276 in position. Preferably, to account for largeroccupants, the vertical adjustment axis is oriented forward, whichresults in the headrest pad moving forward as it moves up, accountingfor a thicker upper body size and resulting forward position of the backsurface of the head. In a preferred embodiment, the vertical headrestadjustment may be adjusted vertically within a range of approximately6.5 inches, and is further substantially infinitely adjustable withinthis range.

Fore and aft positioning of the headrest may be accomplished by pullingon the lower portion 634 of the headrest 276. The plate 446 of theheadrest assembly may be connected to the headrest support tube 454 by aspring clip or pivot member 458 that is clamped around the tube. Thespring clip 446 serves as a pivot point for the plate and a forcecontrol as a result of the constant frictional force it exerts on theheadrest tube. As a result, the headrest plate 446 may be rotated aroundthe headrest tube 454 by applying force sufficient to overcome thefriction force applied by the spring clip 458. The friction force ispreferably tailored to be sufficient to support the head of an occupantin the reclined position without movement. However, if sufficient forceis applied with the head, the headrest assembly may move until itcontacts the seat back or headrest support tubes. The headrest fore-aftadjustment permits the headrest to be adjusted into an overlappingposition with the top edge of the seat back, allowing shorter occupantsto effectively use the headrest. Preferably, the fore-aft adjustmentmechanism permits approximately 3-4 inches of forward travel measuredfrom the bottom edge of the headrest pad, and approximately 30 degreesof forward rotation. A forward motion stop may be provided to preventrotation of the headrest or plate 446 from rotating over the top of themounting device 452.

In a preferred method of construction of an aircraft seat frame 110, thevarious plates of the lower support structure 102, mid support structure104, pan support structure 106 and seat back structure 108 may be formedwith uniform construction and uniform thickness. In this regard, acommon material, such as a flat graphite plate or composite plate ofappropriate dimension, may be obtained. In one example of an embodiment,the plate may be manufactured in four (4) foot widths up to forty (40)feet in length, although alternative dimensions would not depart fromthe overall scope of the present invention. In addition, the plate maybe formed of one or more plies of material. This plate is then cut bytwo-dimensional cutting, including, but not limited to CNC cutting, ofthe various plate members having the shapes described herein.Two-dimensional cutting may include cutting along the X and Y axes of asheet of material. To this end, a cutting device may be used which has acutting head that is operable to cut profiles in two dimensions, such asan x-y plane in generally planar work pieces, including but not limitedto metal sheet or plate. An example of one application oftwo-dimensional cutting is a two-dimensional cutting table, in which acutting head moves in X-Y axes, according to the outputs given by a CNCController. While a specific application and cutting device aredescribed for purposes of example, alternative cutting devices andapplications may be acceptable for purposes of the present invention.The Z (height) axis may be controllable, in order to adapt to non-flator thicker materials as the cutting head may need to be in closeproximity to the material being cut. This type of system is best forrapid production of many different types of parts from differentmaterials. Alternatively, the plate members may be pre-cast or molded orotherwise formed into the desired shapes using commercially availablemechanisms, methods or devices. The two-dimensional cutting of the plateresults in a plurality of structural components of uniform constructionand thickness. These structural components may be primary structuralcomponents of the aircraft seat or may be portions of one or moresubassemblies or attachment devices described herein. These plates maythen be formed or assembled into a seat frame. For example, the platesmay be formed or assembled into the various subassemblies by attachmentof the respective fittings and other components discussed herein to formthe lower support structure 102, mid support structure 104, pan supportstructure 106 and seat back structure 108. In a further example, thesupport structures generally include a first part or plate and a secondpart or plate which parts are combined by one or more components, suchas a mechanical joint that permits movement of the first part relativeto the second part to arrive at the finished part. These structures arethen assembled as described and illustrated herein to form the frameassembly 110. It is contemplated that the back support plate andheadrest plate may also be cut using the foregoing method and thenshaped according to the appropriate dimensions using common commercialmeans. Alternatively, the back support plate and headrest plate may bemolded to the desired shape. Additional elements, such as the pad, maybe attached using common commercial means, including but not limited to,by adhesive attachment.

According to the foregoing method of assembly, a seat for use in anaircraft having a floor may be formed. The seat includes a supportassembly that has first and second support plates adapted to be securedto a floor, a seat carried by the support assembly and a seat backpivotably coupled to the support assembly. The seat may have a seatplate for supporting a seat cushion as defined hereinabove. The seatback may have first and second back support plates for supporting a backcushion as defined herein above. Each of the plates may be made of thesame composite material and have the same thickness so as to facilitatemanufacture of the seat. Additional support plates, such as third andfourth support plates, may also be provided, as illustrated with respectto the mid support structure detailed hereinabove, coupled between theseat plate and the first and second support plates. These additionalsupport plates may also be made of the composite material and have thesame thickness as other plates.

An alternative embodiment of an aircraft seat assembly 700 is shown inFIGS. 70-81. Seat assembly 700 is substantially similar to seat assembly100 and like numerals have been used to describe like components. Inthis regard, aircraft seat assembly 700 generally includes a seatcushion 350, a back support surface 198, and a headrest assembly 276supported by a frame formed generally of one or more of a lower supportstructure 102, a mid support structure 104, a pan support structure 106,and a seat back structure 108.

However, as can be seen by reference to FIGS. 73-75, the lower supportstructure 102 is formed by a first plate member 704 and a second platemember 706 interconnected by a plurality of rigid cross members 708. Therigid cross members 708 are spaced apart along the plate members 704,706. At least one cross member 708 is positioned proximate a forward end710 of the lower support structure 102 and at least one cross member ispositioned proximate a rearward end 712 of the lower support structure.One or more additional cross members may be provided between the forwardand rearward ends 710, 712.

Additionally, as can be seen by reference to FIGS. 73-74 & 76, midsupport structure 104 includes a first plate member 714 and a secondplate member 716 interconnected by a plurality of rigid cross members718. Similar to the lower support structure, the rigid cross members 708are spaced apart along the plate members 714, 716. At least one crossmember 718 is positioned proximate a forward end 720 of the plates 714,716 and at least one cross member is positioned proximate a rearward end722 of the plates 714, 716. One or more additional cross members may beprovided between the forward and rearward ends 720, 722.

The cross members 708, 718 may be attached to the respective platemembers 704 or 706, or 716 or 718 by fittings substantially as describedherein.

The mid support structure is movably connected to the lower supportstructure by swing arms 724 and 726 (see FIGS. 73-74 & 77-78). Swingarms 724 and 726 are substantially similar to swing arms 116 and 118 andlike numerals have been used to reference like components, except thatthe swing arms 724 and 726 include a housing 728 and 730 bridging orforming a portion of the longitudinal arms 146, 148 of the respectivearm members. The housing 728 and 730 may also include a recess 732, 734for access or other purposes. The apertures 154 in the lower portion150, 152 of each of the swing arms are adapted to receive and bepivotally movable on a cross member 708. Similarly, the apertures 158and 166 in the upper portions 156, 164 of the swing arms form midsupport receptors which are adapted to receive and be pivotally movableon a cross member 718.

The seat back structure 108 of FIG. 79, for use with the assembly 700 issubstantially as described with respect to seat back structure 108 shownin FIGS. 22-25 and like numbers have been used to illustrate likecomponents. However, the seat back structure 108 of FIG. 79 includes acylindrical receptor 736 spanning between plate members 740 and formingthe pivot support member. The cylindrical receptor 736 receives a crossmember 718 of the mid support structure. Additionally, in the seat backstructure of FIG. 79, pan support structure mounting members 738 areintegrally connected to the plate members 740.

As can be seen by reference to FIGS. 70-81, the seat assembly 700includes a seat back support structure connection to the mid supportstructure which is provided in the same location as the swing armconnection to the mid support structure. In comparison, the lowersupport structure, mid support structure and seat back support structureare arranged such that the seat assembly 100 described in reference toFIGS. 1-69 may include a seat back support structure connection to themid support structure which is slightly below and forward of the swingarm connection to the mid support structure.

Recline actuator assembly 742 for seat assembly 700 is substantially asdescribed with respect to recline actuator assembly 470 and like numbershave been used to illustrate like components. However, recline actuatorassembly 742 includes a mid support structure mounting member 744including a single cylindrical receptor 746 formed in a housing 748. Thecylindrical receptor 746 is sized to receive a cross member 718 of themid support structure. Similarly, the seat back structure connectionmember 750 is formed of a housing 752 having a cylindrical receptor 754sized to receive a pivot bar or rod 756 spanning between the platemembers 740 of the seat back support.

Vertical actuator assembly 756 for seat assembly 700 is substantially asdescribed with respect to vertical actuator assembly 472 or 514 and likenumbers have been used to illustrate like components. Vertical actuatorassembly 756, however, includes a lower support structure mountingmember 760 formed by a single cylindrical receptor 758 formed in ahousing. The cylindrical receptor 758 is sized to receive a cross member708 on the lower support structure. The mid support structure mountingmember 762 is formed by a housing 764 which may receive a portion of thespring 530 and includes an aperture 766, which may be a cylindricalaperture through a portion thereof. The cylindrical aperture is sized toreceive a cross member 718 on the mid support structure or alternativelya member or portion of the swing arm 724. In one example of anembodiment, as may be seen by reference to FIGS. 70-72, the verticalactuator assembly 756 connects to the swing arm 724 and may connect to amid section of the swing arm 724, which connection may be off center.

An alternative embodiment of an armrest assembly 768 is shown in FIGS.82-84. Armrest assembly 768 is substantially similar to armrest assembly216 and like numbers have been used to illustrate like components.Armrest assembly 768 includes a pad support 770 carried by a frame 772substantially as described with respect to pad support 378 and frame376. The housing or attachment member 774 for attachment to the seatassembly is provided with a first pivot assembly 776 including athroughbore or aperture 778 which may be rotatably received on thearmrest mounting member 214. The first pivot assembly 776 is pivotalabout the axis formed by the armrest mounting member 214. The housing774 also includes a second pivot assembly 780. The second pivot assemblyincludes a pivot member 782 or pin arranged for pivoting about an axisformed by the pivot member and perpendicular to the pivot axis of thefirst pivot assembly 776. First pivot assembly 776 may be linked orcontrolled by a first telescoping arm assembly 786 (see FIG. 84). Thefirst telescoping arm assembly is operably attached for movement of thefirst pivot assembly and may be linked or attached to the lap beltmounting member 212 on a first end and to the armrest mounting member214 or the housing 774 on a second end (see FIG. 72). The firsttelescoping arm assembly 786 includes a first arm member 398 connectedto a telescoping arm assembly 402 or sleeve. The telescoping armassembly 786 may be, in one embodiment, a mechlok. A connection memberor link assembly 788 is carried by the second telescoping arm assemblyand includes an aperture 794 in housing 790 which may receive, forexample, the lap belt mounting member 212. The link assembly 788 isconnected to the second telescoping arm assembly by a pivot member orpin 792. A telescoping arm assembly 784 substantially identical totelescoping arm assembly 786 may also be provided for control or lockingof the pivot of the second pivot assembly 780. To this end, thetelescoping arm assembly may be attached on one end to the frame 772 andon a second end to the first pivot assembly 776 or housing 774. Thesecond telescoping arm assembly 784, in one embodiment, may be amechlok. As with the previously described embodiments, the first andsecond pivot assemblies permit pitch adjustment for height and allow yawadjustment for stowage. The armrest assembly 768 may be further providedwith a stop, which may be integrally provided or a separate componentadded to the armrest or frame of the seat assembly, for stopping pitchor yaw movement. The stop for arresting pitch or yaw movement may bearranged to stop pitch movement or yaw movement in one direction or maybe arranged to stop movement in both directions.

Operation of the aircraft seat assembly 700 is substantially identicalto the operation of aircraft set assembly 100 described hereinabove andwill therefore not be further discussed herein. Similarly, operation ofthe armrest assembly 768 is substantially identical to the operation ofarmrest assembly 216 and will therefore not be discussed in furtherdetail herein. Likewise, construction of the assemblies is substantiallyidentical to that described hereinabove and will therefore not befurther discussed herein.

The aircraft seat and examples of embodiments described herein providenumerous advantages over traditional aircraft seats. The aircraft seatis capable of withstanding the structural load requirements of anaircraft seat, includes an integral occupant restraint and includes acoordinated recline—seat bottom motion which can be locked into aspecific reclined position. Main structural adjustments are driven bytwo centrally-located actuators such that the actuators may beinterchanged with other mechanical or electromechanical, actuators withno modification to seat structure. Moreover, the fittings of the frameprovide high-precision interface features and localized structuralreinforcement to the plates. In comparison, traditional seat assembliesinclude actuators for a single seat adjustment, usually recline, and theseat structure and actuator attachment fittings are not designed toremove or drop in another actuator without significant modification tothe seat structure. The adjustable thigh angle drives the entire angleof the pan support structure, yet does not affect the coordinatedrecline feature. Furthermore, many of the structural components of theaircraft seat can be made from a flat composite plate of the sameunidirectional composition with no machining performed to modify orreduce thickness, such as pocketing. Thus, only two-dimensional cuttingof outside part profiles and drilling or machining of holes is performedor necessary.

Generally, the seat geometry allows for a significantly larger range ofvertical adjustment than currently possible. This large range providesthe flexibility to have a greater range of vertical adjustment by forexample, the use of a different actuator or a shift in the adjustmentrange upward by raising the low seat reference point height viamodification of the current actuator housing. In a preferred embodiment,the recline adjustment mechanism is arranged to “cradle” the occupantduring recline, allowing the user to recline by not only pivoting at thepelvis, but also at the knees and ankles, helping to support the user indifferent positions during different phases of flight. Thiscradle-effect is accomplished by the placing of the seat back pivotpoint well forward and below the seat reference point and allowing theseat pan/bottom to articulate as the seat back is reclined in adependent motion. Advantageously, the use of the mid support structurepermits the pan support structure move in the four-bar motion. As aresult, implementation of this geometry/configuration provides adownward seat reference point motion and increasing thigh angle by aproportionate amount as the seat is reclined. Preferably, the adjustablethigh angle mechanism accommodates a greater range of occupant footposition and accommodates occupant preference for thigh pressure.

To this end, an aircraft seat is provided which cradles the occupantduring recline, allowing the occupant to recline by pivoting not only atthe pelvis, but also at the knees and ankles. This is accomplished byplacing the seat back pivot point well forward and below the seatreference point, and allowing the seat pan/bottom to articulate as theseat back is reclined in a dependent motion. Implementation of thisconfiguration results in downward seat reference point motion andincreasing thigh angle as the seat is reclined, which in turn, keeps theoccupant better positioned in the seat and more comfortable over alonger duration.

The bottom cushion of the aircraft seat provides the ability to thepilot to fully-extend his or her legs to fully actuate the rudder pedalsof the aircraft. The cushion uses a wedge-shaped design, with firm foamunder the Ischial Tuberosities of the occupant, and softer, thicker foamunder the legs. This softer, thicker foam provides the necessary supportto the occupant, but can be depressed during full rudder actuationwithout hindrance.

The aircraft seat also includes a seat back which is a contoured,flexible shell having a thin foam for seat back support surface. Thecontour provides support in appropriate locations, but is notexclusionary. The flexibility of the shell and its mounting locationsallows the seat back to flex in response to occupant movements, as wellas differing occupant sizes. If the occupant twists the seat back, theseat back twists some amount with the occupant.

The armrests may incorporate a pitch adjustment for height and armrestleveling, as well as a yaw adjustment for lateral adjustment during use,as well as stowage. The armrests, which include the foregoing describedfeatures and include a curved pad, better accommodate a range ofoccupants than traditional planar pads with tilting adjustments. Thecurved pad ensures that there is always a portion of the pad that isparallel to the floor and the height adjustment allows the occupant toset the proper elbow height. Furthermore, in one embodiment of thearmrest 374 (shown in FIG. 39) the vertical adjustment axis of thearmrests is not parallel to the seat back angle, but forward leaning. Asa result, as the armrests are adjusted upward for taller occupants, theymove forward effectively lengthening the armrest.

The headrest includes a top pivot, which allows the bottom edge of theheadrest to move forward, resulting in a pad surface that more closelymatches the curvature of the upper neck and base of the head.

As can be seen from the foregoing, an aircraft seat has been providedthat has improved comfort, more easily accommodates a variety ofoccupant sizes, and meets the performance requirements of an aircraftseat.

While specific ranges of motion are provided herein, it is understoodthat variations may be made thereon without departing from the overallscope of the present invention.

Additionally, although various representative embodiments of thisinvention have been described above with a certain degree ofparticularity, those skilled in the art could make numerous alterationsto the disclosed embodiments without departing from the spirit or scopeof the inventive subject matter set forth in the specification andclaims. Joinder references (e.g., attached, coupled, connected) are tobe construed broadly and may include intermediate members between aconnection of elements and relative movement between elements. As such,joinder references do not necessarily infer that two elements aredirectly connected and in fixed relation to each other, in someinstances, in methodologies directly or indirectly set forth herein,various steps and operations are described in one possible order ofoperation, but those skilled in without necessarily departing from thespirit and scope of the present invention. It is intended that allmatter contained in the above description or shown in the accompanyingdrawings shall be interpreted as illustrative only and not limiting.Changes in detail or structure may be made without departing from thespirit of the invention as defined in the appended claims.

Although the present invention has been described with reference topreferred embodiments, persons skilled in the art will recognize thatchanges may be made in form and detail without departing from the spiritand scope of the invention.

1. A seat for use in an aircraft having a floor comprising a supportassembly adapted to be secured to the floor, a seat having a centralportion and a rear portion, a seat back pivotably coupled to the supportassembly for movement between an upright position and a reclinedposition relative to the support assembly, a pivot assembly having anarm pivotally coupled to the central portion of the seat at a first endand pivotally coupled to the support assembly at a second end permittingthe seat to pivot about a pivot axis relative to the support assemblyand translate relative to the support assembly, a connector assemblycoupling the rear portion of the seat to the seat back for causing therear portion of the seat to pivot downwardly about the pivot axis andthe seat to translate rearwardly in unison with the seat back as theseat back moves from the upright position to the reclined position andan adjustment assembly controlling the available degrees of freedom ofmovement of at least one of the seat and the seat back.
 2. The seat ofclaim 1 wherein the support assembly includes an adjustment assembly formoving the pivot axis upwardly and downwardly relative to the supportassembly so as to cause the seat to pivot about the connector assemblyrelative to the seat back whereby the seat can be inclined relative tothe seat back when the seat back is in either its upright or reclinedposition.
 3. The seat of claim 1, wherein the support assembly comprisesa lower support structure adapted to be secured to the floor, a midsupport structure carried by the lower support structure, the seat backincluding a seat back support structure pivotably coupled to the midsupport structure.
 4. The seat of claim 3 wherein the adjustmentassembly comprises a recline angle adjustment mechanism coupled to themid support structure and the seat back support structure for adjustmentof recline angle of the seat back, a seat height adjustment mechanismcoupled to the lower support structure and mid support structure foradjustment of seat height, and wherein the pivot assembly comprises aseat angle adjustment mechanism for adjustment of seat angle.
 5. Theseat of claim 1 further comprising a restraint system coupled to thesupport assembly for restraint of an occupant.